Tire.



Patened Dec. 28,1915.

I. H. HARVEY.

TIR

APPLICATION msn FEB. 1s

@mwa

J'OSAH H. HARVEY, 0F SCRANTON, PENNSYLVANA.

TIRE.

Specification of Letters Patent.

Patented Dee. 2s, itali.

Application filed-February 18, 1915. Serial No. 9,146.

To all whom t may concern Be it known that ll, JosIAH H. HAnvnY, a citizen of the United States, residing at Scranton, in the county of Lackawanna and State of Pennsylvania, have invented certain new and useful improvements in rFires; and l do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it app'ertains to make and use the same. Y

This invention relates to resilient tires, and more especially to pneumatic tires which are armored for protection against puncture either bv a tread alone or by a tread and an armor, both overlying the tube.

One object of the invention is to fasten the tire into the rim by cross chains which are loosened when the tube is deflated, and parts of the tire may then be separated as i'orl the insertion of a new tube. ln carrying out this object, lt sometimes make use of a twopart rim which further assists the insertion and removal of the tube.

Another object is to provide adjustability in the length ofthe chains, so that they may be taken up when the tread becomes worn.

Still another object is to pass the'chains either across the face of the tread so that they will serve vas anti-skid members, or along grooves across the outer face of the tread so that the latter will be practically smooth, thereby enabling the user to instantly change his tire from a smooth tread to an anti-skid tread, .at his pleasure.

Another object is to keep these chains entirely out of contact with the tube, whereby the latter will not become worn.

Other objects will appear from the following specification which describes my invention in detail, reference being had to the accompanying drawing wherein- Figure l is a side elevation of a portion of this tire, partly broken away to show certain members in section ,Fig 2 is a cross section of this tire, showing it as mounted within a U-shaped rim which in this view is all in one piece; and Fig. 3 is a similar section showing the tirev as mounted within a twopart Ulsha-ped rim whose parts are here illustrated as slightly separated, the tube being deflated; Fig. 4 is a plan View, partly broken-away, oi? the armormember. Figs. 5, 6 and'? are details of dierent fastening means which may be employed. Figs. 8 and 9 are side elevations of portions of this tire showinga slightly different forms of the fastening means described below.

Aside from the rim, this tire comprises four members, viz: the tube, the armor, the tread, and the chains. it is possible in some instances to omit the armor, because the tread is quite thick and in itself will protect .the tube from all ordinary punctures. The tire would then consist of but three members, and it will hardly be necessary to illustrate this modiiication in view of the description which follows.

While l do not wish to be limited to the rim, and have in fact shown it as a single U-shaped member in Fig.'2, li would prefer that it be a two-part rim as shown in Fig. 3, for purposes which will appear below, and in any case l desire that it be rather deep.

l have shown the rim as mounted on the outer ends of the spokes, but it is within the scope of my invention that it could be a detachable or slip-rim mounted on a felly by suitable means forming no part of the present invention. rThe tube also is that of ordinary daily use, and the tread may be of solid rubber or a rubber composition.

I have described this tire as an automobile tire, and prefer its use as such although do not wish to be limited in that respect.

Coming now to the details of the present invention as shown in the accompanying drawings, the rim may be of U-shape and in one pieeeof metal as seen in Fig. 2, or it may be composed of two parts whereof that numbered 1 is iiXed to the spokes S, and that numbered 2 (which l would have on the outside of the wheel) is rather smaller than the part l and is connected therewith along the inner side of the rim near the spokes by any suitable means such'as the bolts indicated by the numeral'. 'llhe outer edges of both parts are turned outward into rather wide beads 4, and as above stated ll prefer that the rim be somewhat deep, with its sides substantially parallel. At suitable intervals the beads are pierced with holes 5 directly opposite each other by preference. At some proper point the rimpart l is pierced with ahole 6 for the nipple 7 of the air tube 8 which lies in the inner or rounded portion of the rim, and these two members are of such relative size that when the tube is inflated it occupies a little more than half of the-entire rim as seen in Fig. 2.'

Next outside the tube and within the rim is located the armor member best seen in,

lit() Fig. 4. This is by preference made up of two chains, each consisting of a series of steel plates vconnected by links l1, the

plates of one chain overlapping the meeting lines between the plates of the other chain so as to break joint therewith, and the whole l vinclosed' within la leather or other flexible 'ber should be about that terior yof the rimand maymove freely outward and inward therein when the tire 1s 1n use. The armor rests squarely on'the outer j rubber, somewhat similar to rubbercushion 4 wheels.

face of the tube 8, and is a continuous band extending around the wheel.

The tread l5 is herein shown as of solid tires as commonly employed on buggy faces besubstantially fiat, but the outer Vface could have its corners beveled 'oI or might in fact be rounded. The sides also should be Hat, and the width of this member such that it may pass between the sides of the rim and move freely inward and outward therein when the tire. is in use. In Fig. 1 the outer or wear face of this member is shown as provided with a number ofcross grooves 16 for a purpose' yet to appear. These are typical of anti-skid provisions which might be made for preventing the tire from slipping, and its wear face could be given any desired configuration with this end in view. However, I prefer that at intervals corresponding with the spacing of the holes 5 in the beads 4 cross grooves 16 shall be formed in the wear face of the tread, whatever the shape of that face between such grooves.

The last member of this improved tire is a fastening means for` holding the other members within the rim. It is shown as made .up of a number of independent chains .2O extending straight. across the wear face of the tread as seen at the left of Fig. 1, so that if thatface be smooth these chains themselves constitute anti-skid elements; or perhaps extending across through the grooves`l6 ingthe tread if said tread be moved-slightly within the rim before the parts-are tightened up.A In this case the chains would substantially ll said grooves, and the wear face of the tread would contact with the roadway so that the chains would not be pressed into `such face, and therefore the tread would not be worn by them.v Each end of ,each chain passes through one ofthe holes 5 in one of the beads 4,.and it is connected with the rim by suitable fastening means whereof several have been illustrated in Figs. 5, 6 and 7. Fig. 5 shows a cross-bar 21 something like an ordinary bit, linked as at 22 to the endmost link of the chain 20,'and its dotted position shows how the bar may be turned at' one end of each chain, or lcross-bar 21 shown in Fig. 8, provided I prefer that its inner and outerv i suficient resiliency topass through the hole 5. Fig. 6 shows a snap hook 23 linked as at 24 to the chain 20, and Fig. 7 shows a ring 25, having a spring-projected tongue 26 detachably engaging one of the links of the chain 20. Perhaps the simplest arrangement is an ordinary pin 27 `passed through one of the links near the end of the chain as. indicated in Fig. 1, but this pin should have a groove 28 around its body at its mid-length so that the tension of the chain will cause its link to' remain within the groove and the in cannot be lost out. Any of these, or ot er fastening means may be employed at either or both ends of any chain; and it 1s quite possible to use a permanent fastening means such as the bit some detachable fastening means is employed at the other end vof the chain. The snap hook would engage over the edge of the bead 4 with its ,tongue in the hole 5, and the ring 25 would be fastened through one of the links of the chain after the latter' had passed through the hole 5. Some such fastening means as the ring 25 or the may be of any suitable type so long as their links are capable herein described. employed as there of 'use in the manner As many chains wlll be `are pairs of holes 5, or

vI might use a less number of chains but I could never use a larger number. It might be possible to have non-adjustable fastening means at both ends of the chains if the rim were made in two parts as seen in Fig. 3, but I should prefer that at least one of the fastening devices were removable and especially adjustable for purposes 'which will appear. Care should be taken to place the holes 5 at such points within the beads 4 that the chains passing from these holes up over the wear face of the tread will not contact with the sides of the latter to its injury. I have spoken'of chains and prefer their use, but it is quite possible that other exible elements could be substituted, such for instance as metal bands or straps having and pierced with perforations for the engagement of the fastening devices.

With the above construction of parts, the assembling of the elements of this tire is as messes follows The deflated tube 8 is laid in the inner portion of the rim, the annular armor is then passed into the rim around the outer side of the tube, and the tread into the rim around the outer side of the armor. Finally the chains are put in place and their ends passed through the holes 5 and connected with whatever type of fastening devices are employed. rllhen the tube is inflated by pumping air through the nipple 7 in the usual manner, and as it expands it presses the armor outward, which causes the tread to move outward so that the chains are finally put under tension and the parts stand as seen in Fig. 2. lVhen weight is thrown onto the lower part of a tire as thus constructed, the tread pushes inward slightly and moves the armor-inward, and the latter compresses the tube slightly, the compression running around the wheel and being distributed as well understood. When the wheel commences to rotate, the chains 2O wherethey pass over the wearl face of the tread contact with the surface of the ground and act as anti-skid elements. lBut if this be not desired, the tread will have been put into the rim in such manner that its grooves 16 will come beneath the chains 20 so that when the latter are tightened up they lie within the grooves, and thereafter the inflation of the tube 8 will tighten up the chains, but the chains will not project beyond the wear face of the tread. ln either case the tread canbecause of the engagement of the chain-links with its wear face. When said face becomes worn, the chains are tightened up by moving the fastening device at one or both ends into the next link, as will be understood. ln fact, if it were desired to remove the armor, it might be accomplished successfully without the necessity of replacing it with any other member, by simply 'tightening the chains to a greater degree, and then the inner facegof the tread would lie on the outer face of the tube. Primarily the tread will be so thick radially as to prevent all ordinary nails from passing through it and puncturing the tube; if there is to be no armor member, l would prefer to make the tread yet thicker; but with the parts proportioned about as shown in Fig. 2 and with the armor in use, the tread will take up all short nails and the like, and longer ones will strike the plates 10 of the armor and either be turned aside or broken, but in no event may. they pass inward to the tube 8. When this tire reaches obstructions in the roadway or when eXtra weight is thrown upon it, the tread is pushed farther inward between the sides of the rim at the bottom of the wheel, and the armor compresses the tube considerably at this point.

For the insertion and removal of the tube 8, slightly different steps are necessary with the constructions shown in Figs. 2 and 3.

That is to say, if the rim be all in one piece,

in order to remove the tube itV must first be deflated, then one end of all the chains disconnected from the bead at that side, then the tread is moved over that bead and re- 7o moved, then the armor likewise moved over that bead and removed, and finally the tube taken out in the same way. But with the construction shown in llig. 3, it may not be necessary to detach the fastening means. The screws or other devices 3 connecting the two parts l and 2 of the rim are now withdrawn, the tube is defiated which permits the armor and the tread to move inward and slacken all chains, then the rim-part 2 is moved bodily outward or away from the spokes S and the other rim-part l, and finally the tube can be drawn out between the edges of the two rim parts without necessarily removing the armor and the tread from the rim at all. After the tube has been repaired or when a new one is employed, it is passed into the rim in the same manner, the parts thereof re-connected, and finally the tube re-inflated. Obviously the same course would be pursued in withdrawing and removing the tube, if there were no armor. I might say that l prefer the use of the armor or of an exceptionally thick tread so that the outer wall of the tube 8 is spaced from the edges and beads of the rim, and ever held quite remote from the holes 5 or any part of the chains so that no wear on the tube can occur. i

l do not wish to be limited to the detailed construction of the parts or elements of this improved tire, and it is quite possible that the tube, tread, armor and chains could all be bought in the open market. Even the fastening means which hold the chains to the rim might be any of those illustrated or others which willfanswer the same purpose.

rllhis specification merely sets forth one suitable and practical manner of carrying out my invention, and l have illustrated several forms of fastening means which may have possibilities differing from each other but which are all obviously directed to the same end.

`What l claim is:

1. A tire construction comprising a U- sh'aped rim having along its edges outwardly extending beads, a composite tire within said rim including an inflatable tube and a tread, chains passing over said tread, and means for detachably and adjustably connecting them to the beads at points remote from said tube.

2. A tire construction comprising a twopart channeled rim, means for separably 125 connecting its parts, a pneumatic tube within the rim, a shield therein outside said tube, a tread therein outside the shield and adapted to be projected partly beyond the rim by the inflation of said tube, the wear- 130 face of the tread having spaced cross grooves; and a series of chains passing over to permit the separation of said parts when 1 llower portion of said rim,

the tube is deflated, whereby the latter may be removed.

4. A tire construction'comprising a twopart channeled rim having out-turned beads along its edges, means for separably connecting. its parts, a pneumatic tube within the rim, a tread therein outside said tube and adapted to be projected partly beyond the rim by the inflation of such tube, shielding means between the tube and tread, and a series of chains passing over said tread and connected with the beads and of a length to permit the separation of said rim-parts when the tube is deflated, whereby the shield and tube may be removed Without removing theA tread and chains.

5. The combination with a channeled-rim, a pneumatic tube seated in the inner portion thereof, and chains connecting points in the walls of said rim and longer than the distance between said points, the latter being remote from said tube; of a shield around the tube and standing within the rim, and a thick tread around the shield and adapted to be projected part way'from it by the inflation of the tube, the wear-face of said tread having cross grooves corresponding with the spacing of said chains.

6. The combina-tion with a channeled-rim, a pneumatic tube seated in the inner portion thereof, and chains connecting points in the walls -of said rim and longer than the distance between said points, the latter bein remote from said tube; of a tread around the tube within the rim and adapted to be projected-part way from it by the inflation of the tube, the wear-face of said tread having cross grooves corresponding withthe spacing of said chains.

7. A tire construction comprising a U- shaped rim, a pneumatlc tube located in the a solid tread of less width than the rim located in the upper portion of said rim, a plurality of sepawhereby the latthe chains.

, extending rate chains extending over said tread and having the ends thereof extending alongside the tread and secured to the rim, and a flexible shield between the pnumatic tube and the solid tread, said shield being of substantially the same width as the tread and located in the rim below the ends of 8. -A tire construction comprising a rim,l a bead extending outwardl from the edge of each side of the rim, a tire located within the rim, a plurality of separate chains over the tire, the ends of the chains extending through openings formed in the bead at substantially opposite points therein, and pins engaging links of the chains and adapted to lie under the beads. 9. A tire construction comprising a U- shaped rim, a lpneumatic tube located in the bottom of said rim, ay solid tire located in the upper part of said rim, and a plurality of separate chains, the ends of which are connected to the rim, the pneumatic tube being removed from the ends of the chains.

10. A tire construction comprising a U- shaped rim, a pneumatic tube located in the inner portion of said rim, a solid tire located in the outer portion of said rim, separate chains extending over said solid tire, the ends of the chains being secured to the rim, and flexible shielding means located between the chains and the pneumatic tube.

l1. A tire construction comprising a U- shaped rim, a composite tire including an inflatable tube and a tread, and separate cha-ins passing over said tread and having their ends connected to the` rim, whereby when the tube is deflated the composite tire may be placed in and removed from the rim bv detaching the chains.

12. A tire construction comprising a channeled rim, a series of equally spaced chains connected at one end with one edge. of the rim, and means for detachably and adjustably -connecting them to the other edge of the rim; combined with a pneumatic tube located in the lowervportion of the rim, and a solid tread located in the rim around said tube and expansible radially when the tube is inflated, the outer face of the tread having transverse grooves tively disposed, for the purpose set forth.

In testimony whereof I aflix my signature in presence of two witnesses.

JOSIAH H. HARVEY.

Witnesses: y

.lAMEs Mcm,

M. HAMLIN. 

